Automatic transmission



Sept. 15, 1953 w. a. BARNES AUTOMATIC TRANSMISSION 6 Sheets-Sheet lFiled July 24, 1946 IN VEN TOR. h//zz/A/v Z3. BAR/ws #from/fr Sept. 15,1953 W. B. BARNES AUTOMATIC TRANSMISSION 6 Sheets-Sheet 2 Filed July 24,1946 I [,111 Il# v -,WENToR. tWIM/UAM B. BAM/fs h Afro/mfr IIIIII Sept.15, 1953 W. B. BARNES AUTOMATIC TRANSMISSION 6 Sheets-Sheet 3 Filed July24, 1946 INVENTOR. BWM/4M ,5M/vis W 79 /cz Sept. l5, 1953 w. B. BARNES2,551,949

AUTOMATIQ TRANSMISSION Filed July 24, 1946 e sheets-sheet 4 l/l//u/AM B.BAR/vifs BY Sept. l5,` 1953 w. B. BARNES AUTOMATIC TRANSMISSION 6Sheets-Sheet 5 Filed July 24, 1946 INVENTOR. h//u/A/f 5. BAR/vas Sept.15, 1953 w. a. BARNES AUTOMATIC TRANSMISSION 6 Sheets-Sheet 6 Filed July24, 1946 INVENTOR. W/LUAM 54m/fs Patented Sept. 15, 1953 AUTOMATICTRANSMISSION William B. Barnes, Muncie, Ind., assignor, by

mesne assignments, of three-fourths to himself and one-fourth to FredaArthur Barnes,

Muncie, Ind.

Application July 24, 1946, Serial No. 685,892

22 Claims. l

The present invention relates to improvements in change speedtransmissions, primarily designed for eiecting a change speed drive fromthe power plant to the driving or propelling wheels of a road operatingvehicle.

The invention has for one of its objects the provision of anautomatically operated speed changing transmission, wherein under normalcircumstances, a speed change is effected through various speed changinggears, the speed change being effected automatically from relatively lowspeed drive to relatively high speed drive through the operation of agovernor or governors.

Another object of the invention is to provide a transmission having aseries of drive ratios for the driven structure or shaft normallycontrolled through the operation of an automatic means responsive to thespeed of the vehicle but being within the control of the operator,whereby the operator may eect a down shift independently of theautomatic means.

A still further object of my invention is to provide an automaticallyoperated transmission, wherein racing of the power plant during theperiod when a shift is taking place from one speed to another iseliminated.

Another object of the invention is the provision of a driving means fora vehicle, by which the vehicle may, after the driving means has beenrendered effective, be started and operated through various speedchanges automatically without further manipulation of the transmissioncontrol mechanism on the part of the operator.

A further object of the invention is the provision of a governorcontrolled speed changing transmission gearing, wherein the governorwill be selectively operated from the driving or the driven startingmeans.

Other objects and advantages of my invention will appear more fullyhereinafter in the accompanying speciiication and claims.

For the purpose of disclosing my invention, I have illustrated anembodiment thereof, in which:

Fig. 1 is a side elevation, partially in section, of a transmissionembodying my invention;

Fig. 2 is a sectional View, on the line 2 2 of Fig. 1;

Fig. 3 is a sectional View on the line 3 3 of Fig. l;

Fig. 4. is a sectional view, more or less diagrammatic on the line 4 4of Fig. 1;

Fig. 5 is a sectional view, more or less diagrammatic on the line 5 5 ofFig. 1;

Fig. 6 is a detail developed section showing primarily the pump drivefor providing fluid pressure and the governor controlling mechanism forcontrolling said pressure, this gure being taken on the line 6 6 of Fig.7;

Fig. 7 is a transverse, sectional View taken on the line 'I 'I of Fig.6;

Fig. 8 is a detail section, showing the hydraulic control valve and itsassociated parts;

Fig. 9 is a sectional view taken on the line 9 9 of Fig. 8;

Fig. 10 is a detail sectional view taken on the line iB IIl of Fig. 8;

Fig. 11 is a diagrammatic view of the uid pressure control system;

Fig. 12 is a schematic sectional view of the manually manipulatedcontrol valve;

Fig. 13 is a developed View of the valve shown in Fig. l0;

Fig. 14 is a view, more or less schematic, illustrating the associationof the transmission with the power plant and controlling means for thepower plant; and

Figs. 15 and 16 are detail sectional views of the planetary gear train.

1n the embodiment of the invention illustrated, I provide a drivingshaft I, which may be driven from any suitable source of power, as forinstance an automobile engine or the like, and a driven shaft 2 which isadapted to drive the propelling means of the vehicle. In an automobile,this driven shaft 2 would effect the drive through the diierentialgearing and rear axle of the vehicle. Associated with and driven fromthe engine crankshaft is the flywheel 3, the rear face of which is onedriving member of a clutch A. The clutch is enclosed in a clutch housing4 associated with a transmission housing `5. The engine crankshaft isconnected to a hub 6 splined or otherwise drivingly secured to thedriving shaft I. The clutch driven member I0 is provided with the usualfriction face.

Associated with the clutch driven member I0 is a secondary driving shaft'I comprising a hollow shaft surrounding the shaft I. Splined on thesecondary shaft 'I is a hub 9 carrying the disk l0, This disk I0 isadapted to cooperate with the ywheel 3 and a driving clutch member orpressure plate I I, and is releasably driven by friction when theselatter two members are moved toward one another axially.

Cooperating with the Iiywheel 3 is the Dressure plate II between whichand the flywheel the driven disk lli is clamped to provide drivingengagement between the parts. The plate II is operated through themedium of centrifugally operated governor weights I 2 having stems I3extending through slots Il! of a secondary plate 2t secured to androtating with the clutch cover I5. The stems I 3 are provided with armsI6 which rock against the secondary plate 24 under the movement of thegovernor weights I2. The pressure plate II is biased in a disengageddirection by coiled spring Il surrounding pins I8 secured to thepressure plate II. These springs are interposed between the secondaryplate 24 and collars IS on pins I8 to thereby bias the pressure plate iiin a disengaging position. Secondary plate 2li is biased, with limitedtravel toward engagement by springs, not shown, interposed betweensecondary plate 24 and clutch cover I5.

In addition to the governor control for the clutch, I provide asecondary control which is adapted to disengage the clutch, against theaction of the governor, under predetermined conditions. To this end, Iprovide the levers 25 pivoted on pins 2i supported in the cover I5. Theouter end of the levers bear on struts 22 interposed between the ends ofthe levers and the inturned ends 23 of the arms suitably disposed aroundthe outer periphery of secondary plate 24. The inner ends of the leversbear upon a ball thrust bearing 25 operated in one direction by a piston26 in the cylinder 21.

The speed changing gearing for effecting the I various drives ispreferably of a planetari.7 type. To this end, I provide a pinion cage28 having mounted therein on suitably shafts 29 and 30 respectively,long pinions 3l and relatively short pinions 32 (Figs. 2 and 3). Thepinions 32 are adapted to mesh with the pinions SI. The long pinions 3lare adapted to mesh with a sun gear 33 which is xedly secured on thehollow secondary shaft 1. The short pinions 32 are adapted to mesh witha sun gear 34 carried on a sleeve 35 surrounding the secondary shaft 1.In addition to the above described sun gears and planetary pinions, Iprovide a ring gear 36, which is adapated to mesh with the long pinions3|, and which is secured to a head 31 forming a part of or is secured tothe driven shaft 2.

For holding the sun gear 33, which it will be remembered is mounted onthe secondary shaft 1, under certain predetermined conditions, I providea brake B comprising a brake drum 38 secured to a hub 35, in turnsplined or otherwise rotatably fixed on the shaft 1. Cooperating withthe drum is a stationarily mounted brake band et, which when contractedholds the drum against rotation. The brake band 4U, at its open end, isprovided with. operating lugs 4I and 42, between which is arranged abiasing spring 43 for normally biasing the band into a disengaged oropen position. One lug 4I bears against an adjustable stop i4 secured inthe transmission housing 5. The other lug 42 is Operated by a lever armd3', between which and the lug is interposed a strut lili. This leverarm 43 is mounted on a shaft 45, which carries a second lever or arm i6(see Fig. 3) against which opcrates a piston G1 in a cylinder 4B.

The sun gear Sii, which is carried on the sleeve 35, is controlled by abrake C comprising a brake drum i9 mounted on a hub 55, in turn splinedon the sleeve 35. A brake band 5I surrounds the drum 49 and cooperatestherewith to hold the drum against rotation under predeterminedconditions. The open ends of this brake band 5I are provided with lugs52 and 53, between which is arranged a spring 5d normally biasing theends of the band apart, and therefore maintaining the brake band in areleased position. The lug 52 supports one end of a strut 55, theopposite end of which operates in a socket in a lever rockably supportedon a stationary pin 51 in the transmission housing 5. The opposite endof this lever bears against a piston 58 in a cylinder 59 and thiscylinder at the limit of the innermost movement of the piston 58 isprovided with an annular groove 6D (Fig. 1l), the purpose of which willmore fully hereinafter appear. The opposite lug 53 is operated by anoperating lever 6I mounted on a shaft 62 and between which lever and thelug 53 is interposed a strut 63. The opposite end of the lever 6I bearsagainst a piston 84 operating in the cylinder 59. The inner movement ofthe pistons 58 and 54 is limited by shoulders 65 and 66 (Fig. l1).

The pinion cage 28 may be driven from the driving shaft I through themedium of a multiple disk clutch D. To this end, I provide a cylinder 61having a head forming a part of the pinion cage 28. The inner peripheryof this cylinder is splined to receive the splined peripheries ofpressure disks 68. Operating between the pressure disks 58 are pressuredisks 69 having splines cooperating with splines on the inner face 0f ahub or sleeve 1G surrounding and splined to the shaft I. The hub 15 andcylinder 61 form a closed cylinder, one end of which is closed by a head1I and in which operates a piston 12 for applying pressure tofrictionally engage the plates 68 and G8.

For effecting a reverse drive, it is necessary that the pinion cage 28be locked against rotation. To this end, the pinion cage 28 is providedwith gear teeth 13 on its periphery and a sliding toothed dog 11i isadapted to engage these teeth under predetermined conditions. This dogis moved into engaging position through the medium of a piston 15operating in a cylinder 'l5 and is biased in its disengaged positionthrough the medium of a coiled spring 11 interposed between a stop 13and the piston 15, so that under normal conditions, the dog 11i ismaintained in its unlocking and non-reversing position.

rIhe operation of so much of the apparatus, as heretofore described isas follows: With the clutches A and D disengaged and the brakes B and Creleased the hub 6 together with the driven shaft I are both beingdriven from the engine without, however, transmitting any drive to thedrive shaft.

Assuming that the drive shaft I is being driven from a source of power,as for instance the engine of an automobile, the flywheel 3 will bebrought up to speed and when the speed reaches a predetermined point thegovernor weights I2 will move outwardly, and the clutch A will beengaged. This, in turn, will drive the secondary drive shaft 1 drivingthe sun gear 33. With the brake C previously engaged, thereby holdingthe sun gear 32 against rotation and in turn, providing a reaction forpinions 32 and their intermeshed long pinions 3l, pinion cage 28 will becaused to rotate, effecting the drive between long pinions 3l and thering gear 35 which will be operated to drive the driven shaft 2 at lowforward speed.

If now, clutch A is released, which release may be effected by admittingpressure behind the piston 26, and if at the same time, the clutch D isengaged and the brake C continued in engagement, holding the sun gear 34against rotation, the pinion cage 28 will be rotatably driven from theshaft I, but with the intermeshed pinions 3I and 32 reacting through sungear 34, the ring gear 36 will be driven by pinions 3l and in turn drivethe driven shaft 2 at the next higher speed.

If now, both the brakes B and C are released, and the clutches A and Dboth engaged, the various elements of the planetary gear train willrevolve as a unit, thereby establishing a one to one drive, or thirdspeed drive.

In order to obtain what may be termed a fourth speed drive, with theshaft 2 turning at a greater speed than shaft I, clutch A is released byadmitting suitable pressure behind the piston 26, clutch D remainsengaged and the brake B is engaged, thereby holding the sun gear 33against rotation, the reaction through pinions 3| effecting an overspeeddrive through the ring gear to the driven shaft 2.

If it be desired to drive shaft 2 in a reverse direction, the lockingdog 14 is moved into mesh with the gear teeth 13 on the pinion cage 33,thereby locking the pinion cage against rotation, and if at the sametime, the clutch A is engaged, with brakes B and C released, the ringgear 3E will be driven in a reverse direction through gears 3i and 3S,thereby driving the shaft 2 in a reverse direction.

It is to be noted that in obtaining the various speeds above described,for the rst and second speed drives, the brake C is engaged in holdingrelation. However, when the shift is made from second speed to thirdspeed drive, the brake C is released and, at the same time, both theclutches A and D are engaged. Under these circumstances, the release ofthe brake C must be in synchronism with the engagement of the clutch A,as otherwise, if the release is too early, the engine would tend to raceand if the release is too late, there will be a tendency for thetransmission to be in second and third speeds at the same time. In orderto effect this synchronous release of the brake C with the engagement ofthe clutch A, I take advantage of the change in torque reaction on thebrake drum 49, when the shift is made from second to third. During thedrive, in second speed, the torque reaction on the drum of the brake Cis in the direction of the arrow or counter-clockwise, as shown in Fig.5 and fluid pressure is being admitted to the cylinder 59. At the sametime, due to the torque reaction, the piston 58 is held against theshoulv der 66 with the preponderance of pressure actuating to maintainthe piston E4 biased in its outward direction away from its shoulder 65.If now, the admission of fluid pressure to cylinder 59 is shut off andat the same time, the torque reaction of the brake drum of the brake Cis reversed, as a result of the engagement of clutch A, then there willbe a tendency for the piston 64 to move inward toward its shoulder 65and a tendency for the iiuid column within the cylinder 59 to shift thepiston 58 away from its shoulder 6E. Therefore, as the piston 58 movesaway from its shoulder SS, the vent channel G9 is uncovered and thecylinder 59 is immediately vented to the atmosphere.

It is observed that when the shift is to be made into overdrive orfourth speed, the brake drum 38 is actually being rotated and thereforethe brake may be said to pick up the fourth speed drive, necessitating asmooth action on the part of the brake. Accordingly, full advantage istaken of the self-deenergizing properties of the brake. As will beobserved in Fig. 4, the torque reaction is in the direction of the arrowand ac- 6. cordingly, the tension side on the brake band is on the sideactuated by the piston 41 actuated by fluid pressure. Accordingly, thetension side of the brake is then actuated by the piston 41 operating inthe cylinder 48 and the engaging properties of the brake are limited byfluid pressure which can be controlled or adjusted to give a smooth pickup.

The operation of the parts, heretofore described, effecting the changespeed drive, is effected through uid pressure controlled by governingmeans responding to the speed of the driving or driven shafts. Thecontrol mechanism is preferably mounted within an extension EA at therear of the transmission casing 5.

Within this casing is provided a suitable gear pump E (Fig. 6)comprising the gears 18 and 19 mounted on shafts within the gear pumpcasing 90. The gear 18 of the gear pump is driven by a gear train,including the gear 3l mounted on the driving shaft of the gear 18 andmeshing with the wide gear 82 rotatably mounted on the driven shaft 2.The gear 82 is driven from the gear 83 on a shaft 84, which is mountedin a bearing on the head 31 on the driven shaft 2. This shaft 84 alsocarries a gear 85 meshing with a gear 85 on the driving shaft I. Thisarrangement is such that a pressure supply may be maintained by the pumpE during various conditions of operation. If for instance, the vehicleis idle, with the engine running and driving shaft I, the gear 85,driving the gear 85, will drive the pump through the gear train 83, 82and 8|. If, however, the engine is not operated and accordingly, theshaft I is not being driven and if at the same time, the vehicle ismoving, driving the shaft 2, this shaft will drive the head 31 in turncausing the gear 83 to rotate by planetary action and drive the pumpthrough the gear train 82 and 8|. Therefore, a fluid pressure may besupplied, even though the engine should not be operating.

The gear pump E is supplied with oil or other suitable liquid,preferably from a sump in the casing 5A. The gear pump E supplies oilunderpressure through a suitable conduit 81, to a pressure chamber 88.This chamber 88 communicates by a suitable restricted passage 89 withone end of a control valve cylinder 99. The chamber 88 also communicateswith an annular channel 9I, in a hollow plug 92 in the casing (Fig. 6)which channel in turn communicates by a port 93 with a passage 94 in theplug 92. This passage 94 in turn communicates through the port 95 andannular channel 9S with the left-hand end (Figs. 8 and 11) of thecontrol valve cylinder by way of a restricted passage 96 (Fig. 8). Theescape of pressure in the passage 94 is controlled by a governorcontrolled valve 91 secured on the stem 98 adapted to be engaged by thearms of bell crank governor weights 99. These governor weights aresuitably pivoted between the sides of the frame Iiii, carried on androtating with a shaft IDI, which shaft carries a gear |92 meshing withand driven from the gear 82. Accordingly, the governor will be driveneither when the vehicle is idle and the engine is driving the drivingshaft I with the clutch A disengaged, or when the engine and vehicle aremoving, or when the engine is idle and the driven shaft 2 is beingdriven from the driving wheels of the vehicle when the vehicle iscoasting or being pushed.

The valve cylinder 99 (Figs. 8 and ll) and its associated valve memberprovide a control valve F for controlling the admission of fluidpressure,

delivered by the pump E, to the various fluid pressure operated parts ofthe transmission. To this end, `fluid under pressure from pump E isadmitted to the valve cylinder by way of the pressure chamber passage|93 and passages i534, leading to and from a hand-controlled valve to bemore fully hereinafter described. The valve cylinder 99 is provided witha liner |95 between the periphery of which and the cylinder wall properis provided a passageway |95 communicating with the inlet passage |94. Asecond passage |99 formed between the liner |05 and the wall of thevalve cylinder 99 (Fig. 8). This passageway vents by way of passageway|95" to the pump E or if desired to the sump of the casing. A thirdpassage Iii-3' is formed between the wall of the cylinder (Fig. 8) andthe liner |95 and this. passageway communicates by a passageway |94'with the casing of the hand valve to be hereinafter described.

Suitable inlet ports |925, |99, 99, lill and in the liner extend fromthe passageway |95 to the interior of the liner. Outlet ports l2, H3,lid. H5, liti and |21, communicating with the different duid pressureoperated parts of the transmission by suitable conduits or passages, areprovided in the liner 95 and and cylinder 9E). Pressure escape ports H9,H9, |29, Wi, |22, and |23 are provided in the liner |95 and cylinder 99(Fig. 8) for venting the different pressure controlled parts of thetransmission, as control of the operation of the transmission demands.These escape ports ||S to |23 communicate with passageway &5 which inturn communicates by passageway |96 with the intake side of the pump Eor if desired with the oil sump (not shown). These various ports arecontrolled by a valve comprising a stem |24 carrying a plurality ofvalve lands 2:51, |25, |25, |29A, |21 and |28. Surrounding one end ofthe stem is a floating stop comprising a piston |29 and a secondarypiston i3d which surrounds the hub i3! of the primary piston E29. Thesetwo pistons are subject to hydraulic pressure admitted through thepassageways 89 to the valve cylinder. Pressure for moving the valve stemE24 and its associated lands to the right for the purpose of controllingthe admission of pressure to or the escape of pressure from the variousclutch and brake operating means is admitted by the way of passage 96'to the left-hand end of the cylinder 99. This pressure is varied inaccordance with the action of the governor controlled valve 91 andtherefore, increases if the governor controlled valve 91 tends to close.It is to be understood that the pressure developed by the pump E issubstantially constant. Constant pressure from the pump E is deliveredto the right-hand end of the cylinder 99 through the passage 99. Withpressure admitted to the left-hand end of the cylinder 90 this pressureacts upon the left-hand side of the land i2@ and when this pressurebecomes sufficiently great to overcome the pressure acting in theright-hand end of the cylinder 90, against the sliding piston |29 thevalve stem |24 will be caused to be moved to the right and this movementwill continue until the land |28 abuts against the hub l3| of the piston|29. This increases the eective area against which the constant pressurein the right-hand end of the cylinder exerts in opposition to thepressure exerted against the land |24 and the end o the stem |24 at theleft-hand side of cylinder 90. Accordingly the eiective pressures oneach side of the valve stem are equal and the valve stem comes i thebrake B. The outlet ports to rest. .As the pressure is increased on thelefthand side ci the cylinder 90, under the action of the governorcontrolled valve 91, this pressure will unbalance the pressures ateither end of the cylinder 99 to the extent that the valve stem and itsassociated parts will be moved further to right, looking at Fig. 8,until the land |3I engages the piston |39. When this happens theeffective area against which the constant pressure in the right-handend. of the cylinder is increased and as a result of this increased areathe effective pressure exerted against the righthand end oi the valvestem counter-balances the eiective pressure on the right-hand end of thevalve stem and again the valve stem and its associated parts come torest. Again as the pressure in the left-hand end of the cylinder 90 isincreased as the result of the operation of the governor controlledvalve 91 this pressure will overcome the counterbalancing pressure inthe right-hand end of the cylinder and the valve stem |213 and itsassociated parts will be moved further to the right until eventually thesliding piston |29 abut-s against the end wall of the cylinder and theparts come to rest and remain in this position.

Referring to the diagrammatic view, Fig. 11, the outlet port ||2communicates through a suitable conduit M l, in the casing, with thecylinder 5 ci the bracket C. The outlet port 3 communicates through asuitable conduit |42 with the escape channel '50 in said cylinder 59.The outlet port H4 communicates through a suitable conduit |43 with thecylinder 48 controlling ||5 and H6, through a passage |96, passage |94'and through hand valve |58 and |59 (to be later described), and passage|62 communicate with the cylinder 21 controlling the clutch A. The port||1 communicates through a suitable conduit with a passageway |49 in theend of the driving sha-ft which passageway in turn communicates throughthe passageway |41 to the interior of the cylinder 91 whereby the clutchD is controlled.

For maintaining the pressure delivered by the pump constant, so thatiluctuations in the pressure resulting from speed variations, etc. ofthe vehicle will not effect the predetermined action of the governorweights 59 and the valve 91 controlled thereby, I provide a pressureregulator valve, which comprises a relief chamber |48 communicating withthe passage 31 of the pump. Entry to this reliei` chamber is controlledby a ball valve |49 biased in its closed position by coil spring |59abutting an adjustable screw stop |5| (Fig. 8). The pressure of thespring |50 may be adjusted to maintain the valve |59 closed under normalconditions. If, however, there is a surge of hydraulic pressure or ifthe hydraulic pressure climbs beyond the predetermined point for anypurpose, the ball valve M9 will open, releasing the pressure in thepassage 81 until the pressure returns to normal, when under theinfluence of the spring |50 the ball valve |49 will again close.

For modifying the differential pressure against the floating pistons|29, |29 and 39 and against the land |28, I provide what may be termed arange control valve, which acts to control the oil pressure acting uponthese floating stops |39 and |3|. This valve comprises an escape chamber|52 communicating by way of passage |52 with the end of the cylinder 90beyond the floating stops |39 and |3|. Normally, the passage |52'connecting the chamber |52 with the valve cyl- 9 inder 90 is maintainedclosed by a ball valve |53 seated under the action of :a coiled spring|54 abutting against an adjustable stop |55. Thus, by the movement ofthe stop |55, the tension of the spring |54 may be modied. Thisadjustable stop isy manipulated by a rotating cam |56 adapted to engagethe stop. This cam is manipulated by an operating lever E 57 on theshaft |58 of the cam and the lever |57 may be operated by ahand-controlled operating mechanism or by an operating mechanismresponsive to the operation of the throttle control member of thevehicle, the :arrangement being such that the lever |57 will not beoperated by the throttle control member, until the throttle controlmember has passed .1

wide open throttle position (see Fig. 14). -After the throttle controlmember has passed the wide open throttle position and operates lever|57, the tension of the spring may be increased to such an extent thatthe differential pressure is developed against pistons |29', |29 and |30of the valve F to move the valve to the left, irrespective of theposition of the governor weights 99 and valve 97, :and thus eiect achange of gear ratio downward from that normally determined by the speedof manner as if the cam |56 were rotated by the lever |57. In additionto the automatic hydraulic control for effecting the shift from onespeed to another, I provide a manual control for placing a transmissionin reverse drive and for placing the controls in neutral, so that noshift may take place. In addition, the hand-control provides anarrangement whereby the control mechanism may be set for what may betermed low speed. This is advantageous in event the vehicle istravelling down hill and the engine is relied on for its braking effect.Therefore, the hand-control may be so set for low that the transmissionis thus continuously in lower range of speeds than would be ordinarilydetermined by the speed of the car. Furthermore the hand valve includingvalve |58' and casing |59 cooperates with the automatic control valve Fto effect the automatic control of the transmission in a manner to bemore fully described hereinafter.

To this end, I provide a handvalve |58 operating in the valve casing|59. The casing communicates by a passage |03 with the pressure cylinder88 and by a passageway |04 with the passage |90 in the valve casing 90for delivering actuating pressure to the valve F and from the valve F tothe pressure actuated parts of the transmission.

Thecasing likewise has a passage |60 communicating with the cylinder 76controlling the reverse dog. The passage |04' communicating with theoutlet passage |06 communicates with the valve casing |59 and leadingfrom this valve casing is a second passageway |62 leading to thecylinder 27 controlling the clutch A.

The valve member |58 is provided on its cylindrical face |58" with awidened passageway |63 (Fig. 13) extending into .a narrow passageway|04. The passageway |63 under certain predetermined conditions, isadapted to place passageways |03 and |04 in communication with oneYanother and the narrow portion |65, under certain conditions, is adaptedto place passageway |03 in communication with the passageway |04. Alsoformed around the periphery of the valve member |59' is an annulargroove or passageway IE5, which under certain predetermined conditionswill connect passages |05 and |52.

In addition to the passageways |53 and |65 in the face of the valvemember |59', I also provide a series of ports |66, |97, |53, and |59extending from the face of the valve member radially inwardly tocommunicate with the passageway |60.

In operation it will be assumed that the hand lever |70 controlling thevalve member |53' has been moved to the position indicated as high (Fig.1l). This position does not correspond exactly to the position of theparts shown in Figs.

8, 9, and l0 because in those gures the parts are shown with the valvelever |70 at the neutral position. It will also be assumed that theengine is running and accordingly the pump E is being driven andtherefore, is operating to deliver oil under pressure to the variousparts. With the valve member |58 rotated to the high position the grooveor passageway |55 is in a position to place passageways |52 and IM incommunication with one another. Passageway |62, it will be remembered,leads from the cylinder 27. Passageway |013 leads to the passageway |06in the casing of valve E which passageway communicates through the portsI i5 and IIS with the interior of the valve casing and the valve casingcommunicates through port |20 with the passageway |05 which in turnvents through the passageway Accordingly the cylinder 27 is vented andno pressure therefore, exists in this cylinder. Therefore, there is nopressure exerted to prevent the centrifugal weights I2 from operating toengage clutch A.

With the valve member |58' rotated to the high position, passageway |63in said valve places passages |09 in communication with the passageway|05 and accordingly oil pressure is delivered to the passageway |06.However, under these conditions, oil under pressure is being deliveredby the restricted passageway 96 to the left hand end of the cylinder 90.The pressure of this oil however is not suficiently great to, at thismoment, move the valve stem |24 and its associated parts to the rightbecause the valve 97 has not been suilciently closed. Pressure,therefore, from the pressure cylinder 08 passes by the way of passages|03, |03 and |04 to passage |06. Mention may be made at this point thatin the diagrammatic view the pressure cylinder 38 has not beenillustrated. From the passage |96 the oil pressure will pass throughport |07 in the liner 90 to the interior of the liner and as the valvestem |21? is .at its extreme left-hand position this pressure will passout of the liner through port ||2 and thence by conduit |l|| to fluidpressure cylinder 59 thereby operating the pistons 58 and 60 to contractthe brake band 5| and thus lock the brake C. With the brake C locked thesun gear 34 is held against rotation and with sun gear 33 rotating underthe drive of shaft the vehicle will move forward at first speed in amanner heretofore described.

With the valve stem |24 and its associated parts in its extremeleft-hand position it is also to be noted that port lili is incommunication with the interior of the valve casing 90 and that ventport ||9 is uncovered which vent port is in communication withpassageway |06 which in turn vents to the intake side of the pump E.Accordassisi@ an increased pressure flow from the pressure cylinder 98through the passageway 96' into the lefthand side of the cylinder 99thereby increasing the pressure on the valve stem |24 and land |24 thusmoving the valve stem and its associated lands further to the right toits second position.

By the time the valve stem |24' and its associated parts has been movedto its second position to the right the valve land |29 will engage thehub of the piston |29 increasing the area against which the pressure inthe right-hand side of the cylinder is exerted. With this increased areathe effective pressure on the right-hand side of the valve stem balancesthe pressure exerted on the right-hand side of the valve stem and as aresult the valve stem and its associated lands will be brought to restin this its second position.

This position while still permitting port I l2 to be in communicationwith the interior of the cylinder 99 and, therefore, permitting thepassage of pressure to cylinder 59 to thus maintain the brake band 5|engaged and accordingly the sun gear 39 held stationary, moves the land|213 to a position to still vent cylinder 49 by the Way of port lili andescape port H9 to the passageway 99 and thus by Way of passageway |99 tothe intake side of the pump E. The land |26 however, closes the ventport |29 and the land |21 blocks the vent port 2| so that the venting ofcylinder 21 by the way of passages |62, groove |65 in valve member |53and passageway |94, is shut off. At the same time port |09 is open sothat operating pressure from the pump which is being delivered bypassageways |93 and |94 to passageway |95 passes through port |99 intothe cylinder 99 and thence by port ||5 into passageway i" and fromthence by passageway |04 and passageway |92 to cylinder 21. This effectsa disengagement of clutch A. At the same time land |29 has been moved toposition to open port |i1. Therefore, pressure which is admitted to theinterior of the cylinder through port I I from the passageway |96 passesout through port ||1 and by conduit (Fig. l1) |45 to clutch D.Therefore, clutch D is engaged and with clutch D engaged and with clutchA disengaged and brake B disengaged, second speed is established in themanner heretofore described.

As the speed of the engine is increased by further manipulation of theaccelerator pedal the governor weights 99 will move further outwardlythereby moving the Valve 91 further toward its closed position tofurther restrict the escape of oil from the passageway 94. As a resultincreased oil pressure will be delivered from the pressure chamber 98through the passage 96 to the lefthand end of the valve cylinder 90.This increased pressure acting against the end of the valve stem |24 andagainst the land |24 moves the valve stem and its associated lands tothe right and to its third position. This rightward movement of the stem|24 and its associated lands continues until the land |29 engages thefloating piston |99. This piston is of greater diameter than piston |29but the combined area of pistons |29', |29 and |39 is such that thoughthe uid pressure in the 12 right-hand end of cylinder is the same theeffective pressure is increased due to the increased area on which thepressure in cylinder 90 is operated. Therefore, a pressure balance isestablished between the pressures exerted to move the valve stem |24 tothe right and the pressure exerted to move the valve stem |24 to theleft, thus the valve stem and its associated parts is again brought torest in its third operating position.

With the valve stem in its third operating position the land |24 ismoved to a position whereby the inlet port |91 leading from the passage|96 is closed. Therefore, no operating pressure, which is beingdelivered to passage |94 and passage |96, will be delivered to theinterior of the cylinder 99 and to the interior of the cylinder 90 at apoint where it can pass out of port H2, so that pressure by the way ofconduit I4i to the cylinder 59 is shut olf. At the same time land |25has been moved to uncover the escape port E6 in the cylinder 99 and alsothe outlet port I i3. Bearing in mind that the outlet port ||8communicates with the escape passage |96 which in turn vents to theintake of the pump to passage |96, pressure is accordingly vented fromthe cylinder 59 by way of conduit i2. With the pressure vented fromcylinder 59 the brake band 5| is released. ln this third position theescape port I9 from cylinder 99 into passage |99 and the port H4 areboth left open so that cylinder 48 is still vented by the way of conduit|43 through the port H4, the escape port |i9, the passageways i and |09to the intake side of the pump E and accordingly the brake B is in itssame condition as it was when second speed was established. However, theland |21 has moved to uncover the port H6 and close the port H9,therefore, pressure from the passageway |96 in the cylinder 99 is shutor" to the space between lands |21 and |2919. Also this space is placedin communication through vent |2| with the escape passageway |96 and bythe passageway |96 with the intake side of the pump E. This space alsocommunicates through port H6 with the passageway |96" and thence by thispassageway through passage |04 to the groove |65 in the valve |58. Thisgroove communicates with passage |62 leading to the cylinder 21 andtherefore, the cylinder 21 controlling the clutch A is vented. Underthese circumstances the clutch A may again become engaged.

In this third position of the valve stem |24 and its associated parts,the land |28 has been moved to uncover the port and leave uncovered theport ||1. Therefore, the pump pressure in cylinder 99 delivered bypassage 96 to passage |06 will pass through the cylinder 99, out theport ||1 and by way of conduits |45 and passages |46 and |41 to theclutch D. This effects an engagement of clutch D and with clutch A and Dengaged a direct drive or third speed is established in the mannerheretofore described.

As the speed of the engine and consequently the speed of the vehicle isfurther accelerated by the manipulation of the accelerator pedal theweights 99 of the governor move still further outward to their extremeoutward position thus moving the valve 91 to its fully closed position.This shuts off any escape of oil from the pump E and consequently fulloil pressure is delivered from the pressure chamber 98 through thepassageway 96 to the left-hand end of the valve cylinder 90. Accordinglythis increased pressure will move the valve stem |24 and its rassociatedparts against the pressure exerted in the right-hand end of the valvecylinder 90 to its extreme right-hand position. At this point the pistonmember |29 abuts against the end of the cylinder 90 and in view of thefact that the land |28 abuts the piston member |25', the valve stem |24and its associated parts is brought to rest in fourth control position.When the valve stem and its associated parts are moved to this fourthposition the land |25 is moved to uncover port H3 and also outlet portH8. This outlet port H8, communicating with passageway |06 and passage-Way |56 vents that port of the cylinder 90 between the lands |24 and |25to the intake side of the pump. In view of the fact that port H3 is incommunication with cylinder 59 by way of conduit |52, this cylinder 59is vented and accordingly the brake C is released. At the same time,with the valve stem |24 in its fourth position, the port He is uncoveredby land |26 but the escape ports H8 and H9 are covered. Likewise inletport |53 is uncovered so that pressure delivered from the cylinder S8through the passage 96' to the passage |06 will pass from this passage136 through the cylinder 9i) between lands |25 and |26 and out throughthe port H4 and thence by the way of conduit |43 to cylinder 48, therebyengaging the brake band 40 of the brake B.

In this fourth position port H5 from passage |06 is uncovered and portHl) is likewise uncovered while escape ports |2| and |22 are covered.Therefore, oil under pressure from the pressure cylinder 88 passing bythe way of passage 96 and passage |56 will pass through port H to theinterior of the cylinder Sil between the lands 126A and |21 and outthrough port H5 to passageway l" and from this passageway by passagewayEM', the groove |55 in valve |58 and passageway |52 to the cylinder 21.pressure exerted in cylinder 21 the clutch A is disengaged.

Furthermore with the valve |24' in this fourth position the land |28will uncover port H leading from passageway |06 to the interior of thecylinder 35 and port H1 leading by the way of conduit |43 to the clutchD. Therefore, oil under pressure delivered from the pressure chamber 88through the passageway 95 to the passageway 155 will pass through thecylinder 95 between the lands 21 and |28 and out through port H1 :andthus as heretofore explained, by the way of conduit |45 to clutch D.This energizes clutch D. Thus with brake C released, clutch A released,and brake B engaged, and clutch D engaged, fourth speed, generallyspoken of as the overdrive speed, will be established in the mannerheretofore described.

With the transmission in a given speed, there are occasions when it isdesirable to obtain an increased torque on the driven shaft, such forinstance as might be transmitted by a lower gear. It is also desirableto do this without slowing down the vehicle to the point where thecentrifugal governor will effect a shift down. To this end, I provide ameans for causing the fluid pressure on the right hand end of thecylinder 9U of the fluid shift control valve stem |24 to becomepreponderant over that on the left. hand end, thus forcing the controlvalve'member including the valve stem |24 and its associated lands to beshifted to the left (Figs. 8 and l1) to the point where the lower speedwill be established through the control valve. It will be rememberedthat I provide a relief valve |53 which With is maintained 'in a lclosedposition, under the influence of a spring 54,which springis so adjustedas to maintain the correct balance of pressure at the opposite ends ofthe -control valve cylinder 95. If, therefore, the tension of thisspring is increased to a sufficient extent, the valve |53 will bemaintained closed against any surge of fiuid under pressure from thefluid pump E. Accordingly, I have provided the cam 56 operating on thestop member and manipulated by the lever |51. Therefore, with the leverso connected with the accelerator pedal controlling the throttle of theengine that the lever will be operated after the wide open throttleeffect is produced, or in other words, it is operated beyond the normalrange of operation of the throttle, when the throttle is moved beyondthis normal range, the stop member |55 will be depressed, greatlyincreasing the tension or pressure in the right hand side of the iiuidcontrol valve cylinder E0, resulting in a surge of pressure against thepistons or stops |29', |29 and |30 which will move the huid controlvalve stem to the left, thereby effecting a down shift.

It is obvious that there are periods when the transmission should beplaced in neutral so that irrespective of the speed of the engine, powerfrom the engine shaft will not be delivered to propel the vehicle. Toeffect this setting of the transmission in neutral the handle |10 of thevalve member |58 is moved to the position marked N as indicated ondotted lines Fig. 10. In this Fig. l0 position for reverse drive asindicated at R, the position for high speed drive is indicated at I-Iand the position for low speed drive is indicated at L.

With the valve member |53' rotated to the position illustrated in Fig.10 pressure from the pressure chamber S3 passing by the way of passage|53 will be delivered to the left-hand end of the valve casing |53. Withthe valve member |58 in its neutral position the passageway E64 in thevalve member |58' will be placed in communication with the passageway|52. Passage- Way |62 being connected with the cylinder 21 pressure willtherefore, be admitted to the cylinder 21 and acting against piston 26will prevent the clutch A from engaging irrespective of the Speed atwhich the engine may be driven. At the same time port |68 will be placedin communication with passageway |653 leading to the cylinder 15 so thatthe cylinder 16 will be vented and there will be no pressure exerted tooperate the reverse drive member 14. Accordingly the reverse drive isquiescent. At the same time groove |63 in the face of the valve member|58 is moved out of communication with the passageway lli shutting odthe supply of oil pressure to the passageway H16 in the valve cylinder9E) and accordingly there can be no oil pressure for the operation ofthe brakes B and C and clutch D delivered to this valve cylinder 93.Also port |61 in the valve member |58 is placed in coinmunication withthe passageway |64 and as a result the passageway |36 in the valvecylinder 93 is vented through the port |61 into the center opening |50of the valve member |58. This center opening at the right-hand end ofthe valve member E58', vents into the transmission casing so that theclutch D and cylinders operating the brakes B and C are vented and as aresult no pressure can exist in these parts. Therefore, irrespective ofany position to which the valve stem |24rmight be moved there would beno delivery i of oil under pressure to operate the clutch D and thebrake bands B and C and with the clutch A here disengaged by thepressure exerted in the cylinder 21 the transmission will remain inneutral.

In order to eiect reverse drive of the vehicle through the transmissionthe valve handle of valve member |58 is moved to the eXtreme left-handposition indicated at R, Fig. 10. This then rotates the valve member |58until the passageway |63 in the valve member |58 is placed incommunication with the passageway |60 which communicates, as shown inFig. 11, with the cylinder` 1S of the reverse drive dog 14. Therefore,pressure from the pressure cylinder 88 will pass by the way or passage|03 and the passageway |03 in the valve member |58 to the passage |60and pressure will be admitted to the reverse drive cylinder 16 causingthe reverse drive dog 14 to engage to effect a reverse drive in themanner heretofore described. At the same time this passageway |63 willhave been moved out of communication with the passageway |04 so that nopressure from the pressure cylinder 88 will be delivered to thepassageway |06 and thence into the cylinder 95. Therefore, no operatingpressure can be delivered to the brakes B and C or to the clutch D. Alsothe port |66 will be placed in communication with the passageway |04 sothat any pressure in the passageway |06 of the valve casing 90 will bevented as this port |05 communicates with the center opening |60 of thevalve member |58' which as heretofore described vents into thetransmission casing. The passageway |52 leading from the pressurecylinder 21 is placed in communication with the passageway |54 by theway of groove S55 in the valve member |58 and as this passageway |04'communicates with the passageway |60, which passageway may vent throughthe port ||5 and the port |20 into passageways |05 and |56", thecylinder 21 is vented thereby permitting clutch A to engage. Furthermorethe cylinder 48 of brake B is vented by the way of conduit |43 and port||4 into the cylinder 00 and thence by port ||9 to the vent passageways|06 and |05". Likewise the clutch D is vented by conduit |45 throughport ||1 in valve casing 90 and vent port |22 through the vent ports |60and |60. Furthermore the cylinder 59 of brake C is vented by the way ofconduit |4| through port ||2 in cylinder 90 and through port |01 intopassageway |06, which in turn is vented, as heretofore described,through passageway i011, port |65 in valve member |58' and thence bypassage |60 to the transmission casing. Therefore, with the reversedrive dog 14 engaged and clutch A permitted to engage reverse drive willbe effected.

There are times when it is desirable to maintain the transmissiongearing at low speed drive irrespective of the speed of the engine. Thismay occur when the engine is used for braking purposes as whendescending a hill. When it is desired to so maintain this low or firstspeed drive, the hand control lever |10 is moved to the right (Fig. l0)until it reaches the position indicated by L. Under these circumstancesthe extension |58 on the rotatable valve member |58' will engage themember |55v causing this member torotate and depress the stop |55. Thisincreases the pressure exerted by the spring |52 on the ball valve |53thereby preventing the escape of uid under pressure from the valvecylinder 90. Therefore, pressure in the right hand side of the valvecylinder can build up to such an extent that it will more than overcomeany pressure admitted to the left-hand side of the valve cylinder 90from pressure cylinder 88 by the way of port 96. With the pressure inthe right-hand end of the valve cylinder 99 predominating the valve stem|24 and its associated parts will be maintained in its iirst or lowspeed position irrespective o any increased speed in the speed of theengine.

With the control lever |10 moved to the position L, as illustrated inFig, 10, the connections between passages |03 and |04 will not bematerially disturbed and instead of the passage |60 venting through theport |68 in the valve member |58 it will vent through the passage |69 insaid valve member |58 so that the passage of fluid pressure and theventing of fluid pressure to the valve parts will remain the same asthey would with the valve member |10 in the position H or high, asillustrated in Figs. 10 and 1l.

As heretofore described down shift from fourth speed of the transmissionmay be eiected by operating the control lever |51. By the propermanipulation of lever |51 the pressure of spring |52 may 'be increasedthrough engagement of the Cam |50 with the member |55. Increasedpressure of spring |52 increases the resistance to the opening of theball valve |53. This accordingly will cause a pressure to build up inthe righthand end of cylinder 00. This pressure will be increased untilit overcomes the opposing pressure in the left-hand end of cylinder 90which pressure have moved the stem |24 to its extreme right-handposition when the transmission is in high" speed gear.

For eii'ecting the above described movement of lever |51 I provide aconnection between the accelerator pedal of the engine and the lever|51. Such a connection is illustrated more or less diagrammatically inFig. lll. As illustrated in Fig. 14 the accelerator pedal 1| whichcontrols the throttle valve of the engine is connected by a link and camconnection |12 with an operating rod |13 in turn connected to one end ofa rocking lever |14, the opposing end of which is connected by the rod|15 with the throttle |10 of the engine. This rod |13 is jointed andinterposed between the joints is a spring |11 which permits a continuedmovement of the rod |13 after the throttle of the engine is moved tofully opened position. Secured on the rod |13 is a collar |18 adapted toengage the lever |51. This c-ollar |18 is so spaced with respect to thelever |51 that it will not engage the lever |51 until after the throttle|16 has been moved to wide open position. After the throttle |16 hasbeen moved to wide open position, the spring H1 will permit the rod |13to be moved by the operation of the throttle lever |1| past wide openposition. When the throttle lever |1| moves past wide open position itmoves the collar |18 into engagement with the lever |51 effecting theop` eration of the lever |51. It is to be observed therefore, that thethrottle control lever |1| has a normal range of movement from fullyclosed to wide open and a range beyond wide open in which said secondrange effects the movement of the valve lever |51.

I claim as. my invention:

l. In a transmission, in combination, a rotatable driving structure anda rotatable driven structure, a gearing unit for effecting a drive fromsaid driving structure to said driven struc- I17 ture, including apinion cage, a ring gear drivingly associated with said drivenstructure, a first set of pinion gears carried by said pinion cage andmeshing with said ring gear, a second set of pinion gears carried bysaid pinion cage and meshing' with said first set of pinion gears, afirst sun gear meshing with said first set of pinion gears, a second sungear meshing with said second set of pinion gears, a first clutch foreffecting a drive from said driving structure to said rst sun gear, abrake for holding said second sun gear against rotation, and a secondclutch for connecting said driving structure with said pinion cage,means for effecting the engagement of said first clutch; fluid pressureoperated means for operating said brakes and said second clutch, and foreffecting a release of said first clutch, and means driven from eithersaid driving structure or from said driven structure for supplying fluidpressure to said uid pressure operated means.

2. In a transmission, in combination, a rotatable driving structure anda rotatable driven structure, a gearing unit for effecting a drive fromsaid driving structure to said driven structure including a pinion cage,a ring gear driving- 1y associated with said driven structure, a rst setof pinion gears carried by said pinion cage and meshing With said ringgear, a second set of pinion gears carried by said pinion cage andmeshing with said rst set of pinion gears, a rst sun gear meshing withsaid first set of pinion gears, a second sun gear meshing with saidsecond set of pinion gears, a first clutch for effecting a drive fromsaid driving structure to said rst sun gear, a first brake for holdingsaid rst sun gear against rotation, a second brake for holding saidsecond sun gear against rotation, a second clutch for connecting saiddriving structure with said pinion cage, means for effecting anengagement of said rst clutch, fluid pressure means for effecting therelease of said first clutch and the operation of said second clutch andsaid brakes, and means responsive to the speed of at least one of saiddriving and driven structures for controlling the admission of fluidpressure to said fluid pressure operated means.

3. In a transmission, in combination, a rotatable driving structure anda rotatable driven structure, a gearing unit for effecting a drive fromsaid driving structure to said driven structure including a pinion cage,a ring gear drivingly associated with said driven structure, a first setof pinion gears carried by said pinion cage and meshing with said ringgear, a second set of pinion gears carried by said pinion cage andmeshing With said first set of pinion gears, a rst sun gear meshing withsaid first set of pinion gears, a second sun gear meshing With saidsecond set of pinion gears, a first clutch for effecting a drive fromsaid driving structure to said first sun gear, a rst brake for holdingsaid first sun gear against rotation, a second brake for holding saidsecond sun gear against rotation, and a second clutch for connectingsaid driving structure with said pinion cage, fluid pressure operatedmeans for effecting the release of said rst clutch and for actuatingsaid second clutch and said brakes, and means responsive to the speed ofone of said driving and driven structures for controlling the admissionof operating fiuid pressure to said fluid pressure operating means.

4. In a transmission, in combination, a rotatable driving structure, arotatable driven structure, speed changing `gearing for effecting adrive from said driving structure to said driven structure including aplurality of fiuid pressure operated members for eecting a speedchanging sequence through said speed changing gearing, a fluid pressureoperated valve for controlling the admission of fiuid pressure to saidfiuid pressure operated members sequentially, including a Casing and avalve member reciprocably mounted in said casing, governor meansresponsive to the speed of at least one of said driving or drivenstructures and controlling the admission of fluid pressure to operatesaid valve member in one direction, means for admitting operating fluidpressure to said casing to bias said valve member in an oppositedirection, and means for increasing the effective pressure for movingsaid valving means in the opposite direction after said valve member hasmoved a predetermined distance under the uid pressure admitted throughthe operation of said governor means.

5. In a transmission, in combination, a rotatable driving structure anda rotatable driven structure, speed changing gearing for effecting adrive from said driving structure to said driven structure including aplurality of fiuid pressure operated members for effecting a speedchanging sequence through said speed changing gearing, a iiuid pressureoperated valve for controlling the admission of fluid pressure to saidfluid pressure operating means, including a casing and a valve memberreciprocably mounted in said casing, governor means for controlling theadmission of fiuid pressure to said casing to move said valve member inone direction, means for admitting fluid pressure to said casing forbiasing said valve member in the opposite direction, means formaintaining said biasing fluid pressure constant and means forincreasing the biasing effect of said pressure in said casing after saidvalve member has moved a predetermined distance under the admission offluid pressure to said casing by said governor.

6. The invention set forth in claim 5 With the addition that one end ofsaid valve member is exposed to the biasing pressure, a collarsurrounding said valve member and having one face exposed to biasingpressure, and a lost-motion connection between said member and collar.

7. In a transmission, in combination, a rotatable driving structure anda rotatable driven structure, a gearing unit for effecting a drive fromsaid driving structure to said driven structure including a pinion cage,a ring gear drivingly associated With said driven structure, a first setof pinion gears carried by said pinion cage and meshing with said ringgear, a second set of pinion gears carried by said pinion cage andmeshing with rst set of pinion gears, a first sun gear meshing with saidfirst set of pinion gears, a second sun gear meshing with said secondset of pinion gears, a releasable speed responsive coupling engageableto drive said first sun gear from said driving structure in response tothe speed of the driving structure, the degree of engagement of saidcoupling being modulated by the speed of the driving structure, controlmeans energizable to effect disengagement of said coupling, a brake forholding said second sun gear against rotation, operating means for saidbrake, a clutch for connecting said driving structure with said pinioncage, operating means for said clutch, and means responsive toprogressively increasing speed of at least one of said structures forcontrolling the operation of said operating and coupling control meansto sequentially effect first the engagement of said brake, next theengagement of said clutch and the energization of said coupling controlmeans to release said speed responsive coupling, and then the release ofsaid second brake and the de-energization of the coupling control meansto permitl speed-modulated reengagement of said coupling.

8. In a power transmission, in combination, a rotatable drivingstructure and a rotatable driven structure, a gearing unit for effectinga drive from said driving structure to said driven structure, includingra pinion cage, a ring gear drivingly associated with said drivenstructure, a first set of pinion gears carried by said pinion cage andmeshing with said ring gear, a second set of pinion gears carried bysaid pinion cage and meshing with said first set of pinion gears, afirst sun gear meshing with said first set of pinion gears, a second sungear meshing with said second set of pinion gears, a releasaole speedresponsive coupling engageable to drive said first sun gear from saiddriving structure in response to the speed of the driving structure, thedegree of engagement of said coupling being modulated by the speed ofthe driving structure, a first brake for holding said rst sun gearagainst rota-I tion, a second brake for holding said second sun gearagainst rotation, a clutch for connecting said driving structure withsaid pinion cage, operating means respectively for said coupling andsaid clutch and for said first and second brakes, and means forcontrolling the operation of operating means to eiect the engagement ofsecond brake before said coupling is engaged; effect the release of saidsecond brake while said clutch is still engaged and iinally theengagement of said rst brake while said second clutch is engaged toeifect a drive of said driving structure through said gearing atprogressively increasing speeds.

9. In a power transmission, in combination, a rotatable drivingstructure and a rotatable driven structure, a gearing for driving saiddriven structure from said driving structure at a multiplicity of speedsincluding a pinion cage, a ring gear drivingly associated with saiddriven structure, a first set of pinion gears carried by said pinioncage and meshing with said ring gear, a second set of pinion gearscarried by said pinion cage and meshing with said rst set of pinions, arst sun gear engaging said first set of pinion gears, a releasable speedresponsive coupling engageable to drive said first sun gear from saiddriving structure in response to the speed of the driving structure, thedegree of engagement of said coupling being modulated by the speed ofthe driving structure, control means energizable to effect disengagement of said coupling, a second sun gear engaging said second setof pinion gears, releasable holding means for holding said second sungear against rotation, releasable means for drivingly connecting saidpinion cage with said driving structure, means for operating saidholding means, means for operating'said releasable connecting means, andmeans for eiecting the operation of said control and operating means toprovide various speed drives from said driving structure to said drivenstructure through said gearing.

10. The invention set forth in claim 9 with the addition that the lastnamed means is responsive to the speed of the driven structure.

11. The invention set forth in claim 10 with the addition that saidholding means and releasable means are fluid-pressure operated.

12. In apovvertransmission, in combination, a rotatable drivingstructure and a rotatable driven structure, a gearingfor driving saiddriven strncture at a multiplicity of speeds and includii pinion cage,aring gear drivingly associated wi said driven structure, a rst set ofpinion gears carried by said pinion cage'and meshing with said ringgear, a second set of pinion gears carried by said pinionV cage4 andmeshing with said first set of pinion' gears, first gear means engagingsaid rst setof pinion gears, a releasable speed responsive couplingengageable to drive said first gear'vmeans from said driving structurein response to thespeed'of the driving structure, the degree ofengagement of said coupling being modulated by the-speed of the drivingstructure, and iluid "pressurefoperated control means foreiectingdisengagement of said coupling, second gear means engaging saidsecond set of pinion gears, lreleasable holding means for liolding saidsecond. gearmeans against rotation, releasable means.A for.: drivinglyconnecting sai-:l pinion4 cage.- with said. drivingv structure, duidpressure operated means for operating said releasable gear-.holdingmeans, fluid pressure operated means for operating said releasable connecting means,4 valvi'ngg-'means for controlling the admission of fluidpressures -to said fluid pressure operated means,- andomeans responsiveto the speedV of the driven :structure-for controlling the operation`ofsaidivalvingfmeans for effecting the operating ofY said..iluidpressure operated means to providevarious;speedfdrvesfrom said drivingstructure `to .'said driven structure.

13.- In apower. transmission, in combination, a rotatable Y drivingf.structure and a rotatable driven'structure, a' gearing for eiecting adrive from saiddrivingfstructure to said driven struc tureincludinglapnion cage, a ring gear drivingly associated'with Said drivenstructure, a rst set of pinion gearscarriedby said pinion cage, andmeshing withtsaidaring gear, a second set of pinion gears carried. by;1said pinion cage and meshing with said. first-set of pinion gears, afirst H sungear meshingewithasaid'rst set of pinion gears, afsecond sungearmeshing with said second set of pinion gears, a releasable speedresponsive coupling engageableftofdrive said rst sun gear fromsaiddriving structurein response to the speed of the driving structure,the degree of engagement ofzsaidfcou-pling being modulated by the speedof thedriving structure, `control means energizable to disengage saidcoupling, a first brake for holding. said: first sun gear againstrotation,` meanslfor.. operating said first brake, a second brake forholding said second sun gear against rotation, means for operating saidsecond brake, a -clutch fon drivingly connecting said pinion cage withsaid driving-structure, operating meansvfor said clutch: means foreffecting the operation of said secondi'brake, .operating meansforrendering` said. second.r brake effective while said coupling isengageditoieiect one speed drive between said drivingrand drivenstructures; for eiectingithe operation of said clutch operating means`to causeth'e'engagement' of said second `clutcnand'for energizing saidcontrol means to cause disengagement of said coupling while said secondbrakeisznoldingr to effect a second speed drive between the'ssaiddrivingand driven structures; .for effecting thef'operation of said secondbrake operating meansito' cause release of said second brakefordeenergizing said control means, and for eifectingthe4 operation ofsaid second clutch operating, means/tocause engagement of and saidclutch remains engaged to effect an overdrive between said driving anddriven structures; braking means for said pinion cage and means foroperating said braking means to hold said pinion cage against movementwhile said coupling is operative to effect a reverse drive of saiddriven structure to said driving structure.

14. In a power transmission, in combination, a

rotatable driving structure and a rotatable driven structure, a gearingfor effecting a drive from said driving structure to said drivenstructure including a pinion cage, a ring gear drivingly associated withsaid driven structure, two sets of pinion gears ycarried by said'cage,one of said sets drivingly engaging the ring gear and the other setdrivingly engaging the first set, sun gears respectively engaging thepinions of each set, a releasable speed responsive coupling engageableto drive one of said sun gears from the driving structure in response tothe 'speed of the driving structure, the degree of engagement of saidcoupling being modulated by the speed of the driving structure, andcontrol means for effecting disengagement of said coupling, a clutch forconnecting the pinion cage with the driving structure, a brake for eachof said sun gears and fluid pressure operated means respectively forsaid coupling control means and said clutch and each of said brakes, andmeans for controlling the admission of fluid pressure to each of saidfluid pressure operated means for effecting the operation of saidcoupling, `clutch and brakes.

15. In a power transmission, in combination, a rotatable drivingstructure and a rotatable driven structure, a gearing for effecting adrive from said driving structure to said driven structure including apinion cage, a ring gear drivingly associated with said drivenstructure, two sets of pinion gears carried by said cage, one of saidsets drivingly engaging the ring gear and the other set drivinglyengaging the first set, sun gears respectively engaging the pinion ofeach set, a releasable speed responsive coupling engageable to drive oneof said sun gears from said driving structure in response to the speedof the driving structure, the degree of engagement of said couplingbeing modulated by the speed of the driving structure, and control meansfor effecting disengagement of said coupling, a clutch for connectingthe pinion cage with the driving structure, a brake for one of said sungears, fluid pressure operated means respectively for said couplingcontrol means and said clutch and said brake, means for controlling theadmission of fluid pressure to each of said fluid pressure operatedmeans for effecting the operation of said clutch, coupling land brake, abrake for said pinion Cage and fluid pressure operated means foroperating said last named brake.

16. In a power transmission, a rotatable driving structure, a rotatabledriven structure, relatively slow speed driving means for driving thedriven structure from the driving structure, relatively fast speeddriving means for driving the driven structure at a speed ratio fasterthan that provided by said slow speed driving means, fluid pressureoperated means for effecting the driving shift of said driving meansfrom said relatively slow speed drive to said relatively fast speeddrive, a pump for supplying fluid pressure to said fluid pressureoperated means, a gearing for driving said pump including a rst gear, arotatable support for said first gear driven with said driven structureand a second gear driven from said driving structure drivingly engagingsaid first gear.

1'7. In a power transmission, a rotatable driving structure, a rotatabledriven structure, relatively slow speed driving means for driving thedriven structure from the driving structure, relatively fast speeddriving means for driving the driven structure at a speed ratio fasterthan that provided by said slow speed driving means, fluid pressureoperated means for effecting the driving shift of said driving meansfrom said relatively slow speed drive to said relatively fast speeddrive, a pump for supplying fluid pressure for operating said fluidpressure operated means, a gearing for driving said pump including a rstgear, a support for said gear rotatable with one of said structures anda second gear rotatable with the other of said structures driving saidfirst gear.

18. In a power transmission, a rotatable driving structure, a rotatabledriven structure, a relatively slow speed driving means for driving saiddriven structure from said driving structure, a relatively fast speeddriving means for driving said driven structure from said drivingstructure at a speed ratio faster than that provided by the slow speeddriving means, fluid pressure operated means for effecting a shift fromone driving means to another driving means, a pump for supplying lluidpressure t0 said fluid pressure operated means and gearing for drivingsaid pump including a first gear, a support for said gear rotatable withone of said structures and a second gear rotatable with the other ofsaid structures driving said first gear.

19. In a transmission, relatively rotatable driving and driven members,planetary gearing for operatively interconnecting said members at any ofa plurality of different speed ratios, said gearing including arotatable element which is held stationary against a reaction torque inone direction when the gearing provides a connection of one speed ratioand which tends to rotate in the opposite direction when the gearingprovides a connection of another speed ratio, means controlling saidgearing to select the speed ratio of the connection it provides, saidmeans including a brake associated with said member, a fluidpressuremotor for actuating said brake to hold said member stationary, and meansresponsive to the reaction torque applied to said element forcontrolling the release of pressure-fluid from said motor.

20. In a transmission, relatively rotatable driving and driven members,planetary gearing for operatively interconnecting said members at any ofa plurality of different speed ratios, said gearing including arotatable element which is held stationary against a reaction torque inone direction when the gearing provides a connection of one speed ratioand which tends to rotate in the opposite direction when the gearingprovides a connection of another speed ratio, means controlling saidgearing to select the speed ratio of the connection it provides, saidmeans including a brake associated with said member, a fluidpressuremotor controlling said brake, and means responsive to the torque appliedto said element for affecting operation of said motor.

21. In a transmission, relatively rotatable driv- 23 ing4 and, driven,members, planetary gearing for operatively interconnectingsaid membersat any of a. plurality ofdifierent speed ratios, said gearing includingarotatable element which is held stationary against a reaction torque inone direction When the gearing provides a connection of one speed ratioand which tends to rotate in the opposite direction when the gearingprovidesr a connection of another speed ratio, means controlling saidgearingv to select the speed ratio of the connection it provides, saidmeans including a rst brake member rotatable with said element and asecond brake member having a limited freedom of rotative movement,brake-actuating means for forcing said two brake members intoengagement, and means responsive to movement of said second brake memberWithin its range of movement for controlling release ofsaidbrakeactuating means.

22. In a transmission, relatively rotatable driving and driven members,planetary gearing for operatively interconnecting said members at any ofa plurality of different speed ratios, said gear-i ing including arotatable element which is held stationary against a reaction torque inone direction when the gearing provides a connection ofV one speed ratioand which tends to rotate in the opposite direction when the gearingprovides a connection of another speed ratio, means controlling saidgearing to select the speed ratio of the connection it provides, saidmeans including a brake associated With said member, a uid- 24 pressuremotorv for actuating said brake to hold said member, stationary,` arelief passage communicatingwith said motor. to permitthe escape of'uidtherefromand consequent release of the brake, two seriallylocatedvalves in said passage, and'means responsive to the reactiontorque appliedto saidelement for controlling one of said valves.

WILLIAM B. BARNES.

References Cited in the le of this patent UNITED STATES PATENTS NumberName Date 752,953v Brush Feb. 23, 1904 944,597 Brush Dec. 28, 19191,609,782' Small' Dec. 7, 1926 1,894,890 Rossi Jan. 17, 1933 2,013,126Bonn Sept. 3, 1935 2,045,612 Padgett' June 30, 193B 2,220,174 RavigneauxNov. 5, 1940 2,221,393 Carnegie Nov. 12, 1940 2,223,716` Bojesen Dec. 3,1940 2,251,625 Hale Aug. 5, 1941 2,278,351 Havens et al Mar. 31, 19422,402,248 HaleA June 18, 1946 2,516,208 Hasbany July 25, 1950 FOREIGNPATENTS Number Country Date 443,735 Great Britain Mar. 5, 1936 372,692France Apr. 13, 1907

